JP5127204B2 - Air conditioner for vehicles - Google Patents

Description

  The present invention relates to a vehicle air conditioner mounted on a vehicle.

In general, a vehicle air conditioner is housed inside an instrument panel disposed at the front end of a passenger compartment (see, for example, Patent Document 1). The air conditioner includes an air conditioning case that houses a cooling heat exchanger and a heating heat exchanger. The air-conditioning case is formed with an inlet for introducing air-conditioning air and an outlet from which conditioned air blows. An air passage extending from the inlet to the outlet is formed inside the air conditioning case, and the cooling and heating heat exchangers are arranged in the air flow direction along the air passage. The air-conditioning air introduced into the air passage from the introduction port passes through the heat exchanger for cooling and heating to become air-conditioned air, and this air-conditioned air blows out from the outlet and is supplied to each part of the passenger compartment. It is like that.
JP 2002-254921 A

  By the way, when air-conditioning air is introduced into the air-conditioning case and blown out from the air outlet through the air passage as in the air-conditioning apparatus of Patent Document 1, the pipe resistance is reduced in the air flow in the air-conditioning case. It is inevitable that pressure loss will occur due to this. When this pressure loss is large, there is a possibility that a sufficient air volume cannot be obtained and comfortable air conditioning cannot be performed, and noise is increased particularly when the air volume is large, and the quietness of the passenger compartment is impaired.

  The present invention has been made in view of such points, and the object of the present invention is to reduce the pressure loss of the air flowing through the air passage of the air conditioning case, thereby ensuring a large air volume and performing comfortable air conditioning. It is possible to improve the quietness of the passenger compartment by reducing noise during ventilation.

In order to achieve the above object, according to the first aspect of the present invention, there is provided a vehicle air conditioner mounted on a vehicle, wherein the cooling heat exchanger is configured by a cooling heat exchanger that is long in the vehicle width direction. A heating heat exchanger configured by a heat exchanger having a shape that is long in the vehicle width direction, and an air conditioning case that houses the cooling and heating heat exchanger, the air conditioning case includes: An air introduction port and an air outlet are formed, and an air passage extending to communicate the introduction port and the air outlet is formed therein, and a blower is disposed in an intermediate portion in the vehicle width direction of the air conditioning case The cooling and heating heat exchanging portion is disposed in the air passage in a state in which the vehicle width direction of the air passage surface coincides with the vehicle width direction of the air passage at an intermediate portion in the vehicle width direction of the air conditioning case. Dimension of the air passage surface in the vehicle width direction There is set to more than 400 mm, the air passage, for mixing the cooling and heating heat exchanger cool air and warm air having passed through each of the cooling and heating heat exchanger unit in the region downstream of A direction having a minimum cross-sectional area of the smallest flow passage cross-sectional area in the air passage and provided in the air-mix space portion, and orthogonal to the vehicle width direction of the flow cross-section of the minimum area portion. The dimension of Tm / Te is set to 0.27 or more, where Tm is the dimension in the direction perpendicular to the vehicle width direction of the air passage surface.

  According to this structure, the air introduced into the air passage from the inlet of the air conditioning case flows through the air passage, passes through the heat exchange unit, and then blows out from the outlet. When the air flows through the air passage, the dimension (We) in the width direction of the air passage surface of the heat exchange part is set to 400 mm or more, so the change in the pressure loss coefficient of the air passage when the We is changed As is apparent from FIG. 7 showing the simulation, the pressure loss of the air flowing through the air passage becomes sufficiently low. Further, since the value of Tm / Te is set to 0.27 or more, it is clear from FIGS. 8 and 9 that show the simulation of the change of the pressure loss coefficient when the value of Tm / Te is changed. As described above, the pressure loss of the air flowing through the air passage becomes sufficiently low.

  The invention of claim 2 is configured such that the value of Tm / Te in the invention of claim 1 is set to 0.40 or more.

  According to this configuration, it is possible to further reduce the pressure loss of the air flowing through the air passage, based on the simulation results shown in FIGS.

In the invention of claim 3, in the invention of 請 Motomeko 1 or 2, the air conditioning case has a structure in which the internal instrument panel of the vehicle compartment is disposed offset to the passenger side of the vehicle.

  According to this configuration, a space can be secured on the driver's seat side inside the instrument panel.

According to a fourth aspect of the present invention, in the invention according to any one of the first to third aspects, the air conditioning case is disposed in a center portion in the vehicle width direction inside the instrument panel of the passenger compartment, and the vehicle width direction of the air conditioning case is On both sides, a foot outlet from which air-conditioned air blows out is formed at the foot of the passenger.

  According to this configuration, the conditioned air is blown out from the foot outlets on both sides in the width direction of the air conditioning case to the feet of the driver seat passenger and the passenger seat passenger.

In the invention of claim 5, in the invention of claim 4, the air conditioning case is provided with an intermediate duct that connects the upstream end opening of the instrument panel duct provided in the instrument panel and the air outlet.

  That is, when the air-conditioning case is deviated toward the passenger seat side of the vehicle, the position of the air-conditioning case differs between the right-hand drive vehicle and the left-hand drive vehicle, so the position of the air outlet may also be different. . In this case, the air outlet and the instrument panel duct can be connected by changing only the intermediate duct to that for a right-hand drive vehicle and that for a left-hand drive vehicle without changing the air conditioning case.

In the invention of claim 6, in the invention of claim 4 or 5 , the air-conditioning case is formed with a recess that avoids the on-vehicle equipment arranged inside the instrument panel.

  According to this structure, it becomes possible to arrange | position the case for an air conditioning avoiding a vehicle mounting apparatus.

  According to the first aspect of the present invention, the dimension in the width direction of the air passage surface of the heat exchange section is set to 400 mm or more, and the dimension Tm in the direction perpendicular to the width direction in the flow path section of the minimum cross-sectional area portion of the air passage is set. Since the value divided by the dimension Te in the direction perpendicular to the width direction of the air passage surface is 0.27 or more, the pressure loss of the air flowing through the air passage can be sufficiently reduced. As a result, a large air volume can be ensured and comfortable air conditioning can be realized, and noise during ventilation can be reduced to increase the quietness of the passenger compartment.

  According to the invention of claim 2, since the value of Tm / Te is set to 0.40 or more, the pressure loss of the air flowing through the air passage can be further reduced.

According to the invention of claim 3, since the arranged offset the case for air conditioning the passenger seat side inside the instrument panel, when the width dimension of the heat exchange portion and wider heat exchange unit as above 400mm In addition, a space for the driver's seat occupant to perform the driving operation can be secured.

According to the invention of claim 4 , since the air conditioning case is disposed in the center in the width direction of the vehicle and the foot outlets are formed on both sides of the air conditioning case in the width direction, each of the driver seat passenger and the passenger seat passenger Air-conditioned air can be supplied to the feet in the same way.

According to the invention of claim 5 , since the intermediate duct for connecting the instrument panel duct and the outlet is attached to the air conditioning case, the right-hand drive vehicle and the left-hand drive vehicle share the air-conditioning case to reduce the cost. Can be planned.

According to invention of Claim 6 , interference with the vehicle-mounted apparatus arrange | positioned in an instrument panel and the case for air conditioning can be avoided.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. It should be noted that the following description of the preferred embodiment is merely illustrative in nature, and is not intended to limit the present invention, its application, or its use.

(Embodiment 1)
FIG. 1 shows a vehicle air conditioner 1 according to Embodiment 1 of the present invention. This vehicle air conditioner 1 is housed inside an instrument panel IP (shown in phantom lines in FIG. 2) disposed at the front end of the passenger compartment of the passenger car. It is fixed to DP. This automobile is a right-hand drive vehicle in which a steering wheel is disposed on the right side of the vehicle. In the description of this embodiment, for convenience of explanation, the front side of the vehicle is simply referred to as “front”, the rear side of the vehicle is simply referred to as “rear”, and the left side in the vehicle width direction is simply referred to as “left”. The right side in the vehicle width direction is simply referred to as “right”.

  The air conditioner 1 accommodates the blower fan 2, the cooling heat exchange unit 3 constituted by the cooling heat exchanger E, the heating heat exchange unit 4 constituted by the heating heat exchanger H, and these. The air-conditioning case 9 is arranged, and the blower fan 2, the cooling heat exchanging portion 3 and the heating heat exchanging portion 4 are arranged and integrated in the substantially central portion in the left-right direction which is the width direction of the air-conditioning case 9. This is a so-called full center type air conditioner. As shown in FIGS. 3 and 4, the air conditioning case 9 is formed by combining a left case constituent member 9 a, a right case constituent member 9 b, and a bottom constituent member 9 c. The left case component 9a, right case component 9b, and bottom component 9c are made of resin. As shown in FIGS. 3 to 5, the dividing surface of the left case constituent member 9 a and the right case constituent member 9 b is located at a substantially central portion in the left-right direction of the air conditioning case 9. Further, the dividing surface of the left case component 9 a and the right case component 9 b and the bottom component 9 c is located at the lower part of the air conditioning case 9.

  On the front upper side of the air conditioning case 9, intake portions 6 constituting a part of the air conditioning case 9 are provided on the left and right sides, respectively. Each intake section 6 is for selecting one of the air outside the passenger compartment and the air inside the passenger compartment and introducing it into the air conditioning case 9. As shown in FIG. 3, a rectangular outside air inlet 10 is formed in the front wall portion of the intake portion 6. The outside air introduction port 10 is connected to an opening formed in a cowl (not shown) disposed in the upper part of the dash panel DP.

  As shown in FIG. 1, an inside air introduction port 11 is formed in the side wall portion of each intake portion 6. Although not shown, an inside / outside air switching door is provided inside the intake portion 6. The inside / outside air switching door is formed in a plate shape corresponding to the shape of the inside air introduction port 11 and the outside air introduction port 10. The inside / outside air switching door is operated by an inside / outside air switching actuator (not shown).

  When the inside / outside air switching door is operated by the inside / outside air switching actuator and the inside air introduction port 11 is fully closed, the outside air introduction port 10 is fully opened. Thereby, the intake part 6 will be in an external air introduction mode, and only the air outside a vehicle compartment will be taken in into the intake part 6. FIG. On the other hand, when the inside / outside air switching door is operated by the inside / outside air switching actuator and the inside air introduction port 11 is fully opened, the outside air introduction port 10 is fully closed. Thereby, the intake part 6 will be in an inside air circulation mode, and only the air in a vehicle interior will be taken in into the intake part 6. FIG.

  A fan housing 14 constituting a part of the air conditioning case 9 is integrally formed at a substantially central portion in the left-right direction above the front portion of the air conditioning case 9. As shown in FIG. 2, the blower fan 2 is accommodated in the fan housing 14, and the fan housing 14 and the blower fan 2 constitute a blower 15. The blower fan 2 is a well-known centrifugal fan (sirocco fan) having a large number of blades, and is arranged so that the rotating shaft 2a extends substantially horizontally in the left-right direction. The blower fan 2 is driven by an electric drive motor (not shown).

  An air collecting passage 20 in which air blown out from between the blades of the blower fan 2 toward the periphery of the blower fan 2 gathers is formed on the outer periphery of the blower fan 2 in the fan housing 14. The air collecting passage 20 has an upstream end, which is the starting point, located in the vicinity of the lower end of the blower fan 2, and then wraps around the fan 2 in order from the rear, upper, front, and lower sides of the blower fan 2. It extends so as to surround it. Therefore, the blowing direction Y of the air blown out from the downstream end that is the end point of the air collecting passage 20 is directed downward. The cross-sectional area of the air collecting passage 20 increases as it goes downstream. Further, a nose portion 21 is formed at a portion corresponding to the upstream end portion of the air collecting passage 20 in the fan housing 14. The nose portion 21 includes a curved portion that is formed to bend in a direction approaching the blower fan 2.

  A temperature adjusting passage 22 is formed in the air conditioning case 9 below the fan housing 14. The upstream end portion of the temperature adjusting passage 22 is located at the front end portion in the air conditioning case 9 and is connected to the downstream end portion of the air collecting passage 20. The upstream side of the temperature adjusting passage 22 is linearly extended downward from the downstream end portion of the air collecting passage 20, and bent backward from the downstream end portion of the inflow portion 23, and then upward. And a bent passage portion 24 extending. The inflow portion 23 is slightly inclined so as to be located rearward as it goes downward. As shown in FIG. 3, the dimension of the inflow portion 23 in the left-right direction is set to become longer toward the downstream side. That is, the flow path cross-sectional area of the inflow portion 23 increases toward the downstream side.

  Since the bent passage portion 24 of the temperature adjusting passage 22 is bent backward, the bent passage portion 24 extends in a direction intersecting with the blowing direction Y of the air blown out from the air collecting passage 20. The dimension of the bent passage portion 24 in the left-right direction coincides with the inner dimension of the air-conditioning case 9 in the left-right direction, and the flow passage cross-sectional area of the bent passage portion 24 is the flow passage at the downstream end of the inflow portion 23. It is approximately equal to the cross-sectional area.

  The bending passage portion 24 accommodates the cooling heat exchange portion 3 so as to cross the bending passage portion 24. The cooling heat exchanger E constituting the cooling heat exchanging unit 3 is a refrigerant evaporator constituting one element of a well-known refrigeration cycle, and includes a large number of tubes and fins (both not shown) extending in the vertical direction. A core E1 that is alternately arranged in the direction and integrated, and a first header tank E2 and a second header tank E3 provided at the upper end portion and the lower end portion of the core E1 are provided. The tube is a flat tube having a long cross-sectional shape in the front-rear direction, which is the air flow direction. The fins are corrugated fins having a wave shape when viewed in the air flow direction. These tubes, fins and header tanks E2, E3 are made of aluminum alloy. Inside the header tanks E2 and E3, partition members (not shown) for dividing the tube into a plurality of paths are disposed. The number of passes can be arbitrarily set depending on the number of partition members and the arrangement position.

  Although not shown, a refrigerant inlet and a refrigerant outlet are formed in the first header tank E2 and the second header tank E3 of the cooling heat exchanger E. A base end of a supply cooler pipe (not shown) is connected to the refrigerant inlet of the cooling heat exchanger E via an expansion valve, and a discharge cooler pipe (not shown) is connected to the refrigerant outlet. Are connected at the base end. The front end portions of the supply cooler pipe and the discharge cooler pipe are formed so as to protrude into an engine room from a through hole (not shown) formed in the dash panel DP. Pipes (not shown) in the engine room are connected to the front end portions of the supply cooler pipe and the discharge cooler pipe, respectively, so that the refrigerant is supplied to and discharged from the cooling heat exchanger E. Yes.

  The air passage surface of the cooling heat exchange unit 3 is composed of only the core E1 excluding the header tanks E2 and E3 of the cooling heat exchanger E, and has a substantially rectangular shape when viewed from the air passage direction. Yes. The cooling heat exchange section 3 is arranged in the bent passage section 24 in a state in which the width direction of the air passage surface (the direction in which the tubes and fins are arranged) coincides with the width direction (left-right direction) of the bent passage section 24. In this state, the air passage surface extends in a substantially vertical direction, and the first header tank E2 and the second header tank E3 are held in the air conditioning case 9. The dimension in the width direction of the air passage surface of the cooling heat exchange unit 3 is set to 400 mm, and the dimension orthogonal to the width direction, that is, the dimension in the vertical direction is set to 200 mm. As described above, the cooling heat exchange unit 3 of the present embodiment has a horizontally long shape in which the horizontal dimension of the air passage surface is longer than the vertical dimension.

  The downstream side of the temperature adjusting passage 22 is constituted by a heating passage 31 and a bypass passage 32 that branch from the downstream end portion of the bent passage portion 24 and extend upward. The horizontal dimensions of the heating passage 31 and the bypass passage 32 are set to be substantially the same as the horizontal dimensions of the bent passage portion 24. The heating passage 31 is curved forward and is positioned between the cooling heat exchange unit 3 and the fan housing 14. The heating passage 31 accommodates the heating heat exchanging section 4 so as to cross the heating passage 31.

  The heating heat exchanger H constituting the heating heat exchanging unit 4 is a heater core through which cooling water of an engine (not shown) circulates, and extends tubes and fins (both not shown) extending in the front-rear direction. A core H1 that is alternately arranged in the direction and integrated, and a first header tank H2 and a second header tank H3 provided at the front end portion and the rear end portion of the core H1 are provided.

  Although not shown, the first header tank H2 and the first header tank H3 of the heating heat exchanger H are formed with an inlet and an outlet for cooling water of the engine. A base end of a supply heater pipe (not shown) is connected to the inlet of the heating heat exchanger H, and a base end of a discharge heater pipe (not shown) is connected to the outlet. ing. The leading ends of the supply heater pipe and the discharge heater pipe are formed so as to protrude from the through hole of the dash panel DP into the engine room. Pipes (not shown) in the engine room are connected to the leading ends of the supply heater pipe and the discharge heater pipe, respectively, so that the cooling water is supplied to and discharged from the heat exchanger H for heating. ing.

  The air passage surface of the heating heat exchanging section 4 is composed of only the core H1 excluding the header tanks H2 and H3 of the heating heat exchanger H, and has a substantially rectangular shape when viewed from the air passage direction. Yes. The heating heat exchanging section 4 is disposed in the heating passage 31 in a state where the width direction of the air passage surface (the direction in which the tubes and fins are arranged) matches the width direction (left-right direction) of the heating passage 31. In this state, the air passage surface extends in a substantially horizontal direction, and the first header tank H2 and the second header tank H3 are held in the air conditioning case 9. The dimension in the width direction of the air passage surface of the heat exchange section 4 for heating is set to 400 mm, which is the same as that of the heat exchange section 3 for cooling, and the dimension perpendicular to the width direction, that is, the dimension in the front-rear direction is set to 150 mm. Yes. Thus, the heating heat exchanging section 4 of the present embodiment has a horizontally long shape, similar to the cooling heat exchanging section 3. The dimension in the width direction of the air passage surface of the cooling heat exchange unit 3 and the dimension in the width direction of the air passage surface of the heating heat exchange unit 4 may be the same or different.

  An air mix door 33 configured to change the opening degree of the heating passage 31 and the opening degree of the bypass passage 32 is accommodated in the vicinity of the upstream end portion of the heating passage 31 in the air conditioning case 9. The air mix door 33 has a plate shape corresponding to the shape of the upstream end opening of the heating passage 31 and is rotated around a rotation axis extending in the left-right direction. Although not shown, the output shaft of the air mix door actuator is connected to the rotation shaft. The downstream end of the heating passage 31 and the downstream end of the bypass passage 32 communicate with an air mix space portion 34 for mixing cold air and hot air.

  When the air mix door 33 is rotated by the air mix door actuator and the upstream end of the heating passage 31 is fully closed as shown by the solid line in FIG. 2, the upstream end of the bypass passage 32 is fully opened. The In this state, the entire amount of air that has passed through the cooling heat exchange section 3 flows into the bypass passage 32 without passing through the heating passage 31. On the other hand, when the air mix door 33 is rotated by the air mix door actuator and the upstream end of the heating passage 31 is fully opened as shown by the phantom line in FIG. 2, the upstream end of the bypass passage 32 is fully closed. It is said. In this state, the entire amount of air that has passed through the cooling heat exchange unit 3 flows into the heating passage 31 and passes through the heating heat exchange unit 4.

  When the air mix door 33 is at an intermediate position in the rotation range, a part of the air that has passed through the cooling heat exchange unit 3 flows into the heating passage 31 and the rest flows into the bypass passage 32. And in the air mix space part 34, the warm air which passed the heat exchanger 4 for heating and the cool air which passed only the heat exchanger 3 for cooling are mixed, and conditioned air is produced | generated.

  The rotation angle of the air mix door 33 can be arbitrarily set according to the target temperature of the conditioned air. That is, the air mix door 33 has a ratio of the amount of air that passes through the heating heat exchange unit 4 and the amount of air that bypasses the heating heat exchange unit 4 among the air that has passed through the cooling heat exchange unit 3. By changing, the temperature of the conditioned air is changed.

  An air distribution section 40 for distributing conditioned air to each part of the passenger compartment is provided on the upper rear side in the air conditioning case 9. The air distributor 40 includes a defroster duct 41 extending upward so as to approach the fan housing 14, a vent duct 42 extending upward on the rear side of the defroster duct 41, and a foot extending downward on the rear side of the air conditioning case 9. And a duct 43. An upstream end portion of the defroster duct 41 is connected to the air mix space portion 34, and a defroster outlet 41a through which air blows is opened at the downstream end portion as shown in FIG. An upstream end opening of a defroster instrument panel duct 7 attached to the back surface of the instrument panel IP is connected to the defroster outlet 41a. The defroster instrument panel duct 7 guides the conditioned air to the vicinity of the inner surface of the front window glass (not shown).

  The upstream end of the vent duct 42 and the upstream end of the foot duct 43 are connected to the air mix space 34 in an integrated state so as to communicate with each other. At the downstream end of the vent duct 42, a vent outlet 42a through which air blows is opened. An upstream end opening of a vent instrument panel duct 8 attached to the back surface of the instrument panel IP is connected to the vent outlet 42a. The vented instrument panel duct 8 guides the conditioned air to the vicinity of the upper body of the passenger. The defroster outlet 41 a and the vent outlet 42 a are located in the vicinity of the upper end portion of the air conditioning case 9.

  As shown in FIG. 1, the downstream side of the foot duct 43 is positioned at a driver seat supply portion 43a located on the right side of the air conditioning case 9, a passenger seat supply portion 43b located on the left side, and a substantially central portion in the left-right direction. Branching to the rear seat supply section 43c. As shown in FIG. 4, the driver seat supply section 43a extends toward the driver seat Dr (shown only in the figure) of the passenger compartment, and a foot outlet 43d through which air blows opens at the downstream end opening thereof. ing. The passenger seat supply section 43b extends toward the passenger seat Ps (shown only in the figure) of the passenger compartment, and a foot outlet 43d is similarly opened at the downstream end opening thereof. That is, foot air outlets 43d and 43d are formed on both sides of the air-conditioning case 9 in the left-right direction, from which conditioned air blows out to the feet of the passengers. In addition, the code | symbol F shown in FIG. 4 is a floor tunnel.

  By the internal space of the intake portion 6, the air collecting passage 20, the temperature adjusting passage 22, the air mix space portion 34, the defroster duct 41, the vent duct 42 and the foot duct 43, the inlets 10 and 11 and the outlets 41a and 42a, An air passage A extending so as to communicate with 43d is configured.

  As shown in FIGS. 3 and 4, the bottom component member 9 c is provided with a drain portion 16. The drain section 16 includes a discharge passage (not shown) for discharging the condensed water generated in the cooling heat exchange section 4 to the outside of the air conditioning case 9.

  As shown in FIG. 2, a first blowing direction switching door 45 is provided in the vicinity of the upstream end portion of the defroster duct 41 in the air conditioning case 9. The first blowing direction switching door 45 is for opening and closing the upstream end portion of the defroster duct 41 and the connection portion of the vent duct 42 and the foot duct 43. Further, a second blowing direction switching door 46 is provided in the vicinity of the boundary portion between the upstream end of the vent duct 42 and the upstream end of the foot duct 43 in the air conditioning case 9. The second blowing direction switching door 46 is for opening and closing the upstream end portion of the vent duct 42 and the upstream end portion of the foot duct 43. The first blowing direction switching door 45 and the second blowing direction switching door 46 are rotated by a blowing direction switching actuator (not shown), like the air mix door 33.

  The blowing mode is switched by rotating the first blowing direction switching door 45 and the second blowing direction switching door 46, respectively. For example, when the upstream end portion of the defroster duct 41 is closed by the first blowing direction switching door 45 and the upstream end portion of the vent duct 42 is closed by the second blowing direction switching door 46, the foot mode in which conditioned air blows out from the foot duct 43 is set. . Further, when the upstream end portion of the defroster duct 41 is opened by the first blowing direction switching door 45 and the connection portion of the vent duct 42 and the foot duct 43 is closed, the defroster mode in which conditioned air blows out from the defroster duct 41 is set. Thus, by rotating the first blowing direction switching door 45 and the second blowing direction switching door 46, the blowing mode can be switched to the foot / diff mode or the bi-level mode.

  Next, the case where the air conditioner 1 configured as described above is in an operating state will be described. Due to the rotation of the blower fan 2, the air taken into the intake portions 6 from the outside air introduction port 10 or the inside air introduction port 11 blows out radially between the blades of the blower fan 2 into the air collecting passage 20. The air blown out to the air collecting passage 20 is collected in one direction in the air collecting passage 20. The air in the air collecting passage 20 flows in the Y direction shown in FIG. 2, flows into the inflow portion 23 of the temperature adjusting passage 22, passes through the bent passage portion 24, and passes through the cooling heat exchange portion 3. The air that has passed through the heat exchanger 3 for cooling flows through the heating passage 31 or the bypass passage 32 depending on the opening degree of the air mix door 33, and then passes through the defroster duct 41, the vent duct 42, and the foot duct 43 according to the blowing mode. After that, it is supplied to each part of the passenger compartment. Thus, when the air blown by the blower fan 2 flows through the air passage A, a pressure loss occurs due to the pipe resistance.

  Here, the result of having performed the simulation regarding the pressure loss by a computer using the virtual model M corresponding to a part of the air passage A of the air conditioner 1 will be described with reference to FIGS. As shown in FIG. 6, the model M has a schematic shape of an air passage A extending from the vicinity of the nose portion 21 to the vent outlet 42a in the full cool mode. Note that the full cool mode is a mode that is generally selected in a situation where the maximum cooling capacity is required, such as under the hot sun in summer, and requires a large air volume. That is, in the full cool mode, the heating passage 31 is fully closed by the air mix door 33, the blowing mode is set to the vent mode, and the blower fan 2 is rotating at the maximum rotation speed. The software used for the simulation is conventionally used when obtaining the pressure loss coefficient.

  When the air conditioner 1 is in the full cool mode, the air passage A has a minimum cross-sectional area A1 having the smallest flow path cross-sectional area in the region downstream of the cooling heat exchange unit 3 (practically in FIG. 2). , Shown in phantom lines in FIG. 6) exists in the air mix space 34. The position of the minimum cross-sectional area A1 varies depending on the shape of the air conditioning case 9 and the blowing mode. In the simulation, the dimension in the direction orthogonal to the width direction of the flow path cross section of the minimum cross section area A1 is Tm (shown in FIG. 2), and the width of the air passage surface of the cooling heat exchange section 3 is as follows. The dimension in the direction orthogonal to the direction is Te (shown in FIG. 2).

  First, based on FIG. 7, the change of the pressure loss coefficient in the air passage A1 when the dimension (We) in the width direction of the air passage surface of the heat exchanger 3 for cooling is changed will be described. The type A in FIG. 7 is the base shape of the model M, and the types B to E are obtained by slightly changing the shape of the model M. As a result of the simulation for each of these, common to all types, when We is 250 mm or 350 mm, the pressure loss coefficient is high, and when it is 400 mm or less, the value is sufficiently lower than that of 250 mm or 350 mm. When We is 450 mm, the value is even lower. That is, it can be seen that the pressure loss coefficient is sufficiently low when We is 400 mm or less. Based on this result, in this embodiment, the dimension We in the width direction of the cooling heat exchange section 3 is set to 400 mm. In each type of simulation, the dimensions of We and Te are set so that the area of the air passage surface of the cooling heat exchange section 3 is the same between the types. Therefore, the longer the We, the more Te Becomes shorter and the shape of the air passage surface becomes a long and narrow shape. In addition, the upper limit of We is preferably 650 mm or less in consideration of mountability in a passenger car, and further 500 mm in consideration of interference with other devices and parts arranged inside the instrument panel IP. The following is preferred.

  Next, based on FIG.8 and FIG.9, the change of the pressure loss coefficient in the air path A when changing the value of Tm / Te is demonstrated. FIG. 8 shows simulation results when We is 250 mm, 350 mm, 400 mm, and 450 mm. Further, FIG. 9 shows the simulation result when We is 400 mm, 450 mm, 550 mm, and 650 mm, with the scale of the vertical axis enlarged from the graph shown in FIG. 8.

  As is clear from these simulation results, when Tm / Te is 0.27 or more, the value is sufficiently lower than that smaller than 0.27. Based on this result, in this embodiment, the value of Tm / Te is 0.27. Further, when Tm / Te is 0.4 or less, the value becomes even lower. Furthermore, it can be seen from this simulation result that the longer the We, the lower the pressure loss. In this simulation as well, the dimensions of We and Te are set so that the area of the air passage surface of the cooling heat exchange section 3 has the same value. Further, the upper limit value of Tm / Te is preferably 0.90, and more preferably 0.70.

  As described above, according to the vehicle air conditioner 1 according to the first embodiment, the dimension We in the width direction of the air passage surface of the cooling heat exchange unit 3 is set to 400 mm, and the minimum cross-sectional area of the air passage A is set. A value (Tm / Te) obtained by dividing the dimension Tm in the direction orthogonal to the width direction in the cross section of the flow path of the part A1 by the dimension Te in the direction orthogonal to the width direction of the air passage surface of the cooling heat exchange unit 3. Therefore, the pressure loss of the air flowing through the air passage A can be made sufficiently low. As a result, a large air volume can be ensured and comfortable air conditioning can be realized, and noise during ventilation can be reduced to increase the quietness of the passenger compartment.

  Thus, in the air conditioner 1 of this embodiment, since pressure loss can be made small, the flow-path cross-sectional area of the air path A can be made small, without reducing an air volume. As a result, the air conditioning case 9 can be reduced in size and weight, and the space for mounting the air conditioner in the passenger compartment can be reduced, so that the space for passengers can be widened.

  Further, the cooling heat exchanging section 3 and the heating heat exchanging section 4 are arranged in the air passage A in the air flow direction, and the dimensions of these air passage surfaces in the width direction are both 400 mm. Therefore, the pressure loss coefficient can be similarly reduced in the mode in which air flows through the heating passage 31. Thereby, when the two heat exchange parts 3 and 4 are provided, the pressure loss of the flowing air can be made small.

  In addition, since the air conditioning case 9 is arranged at the center in the left-right direction of the vehicle and the foot air outlets 43d and 43d are formed on both sides of the air-conditioning case 9, respectively, the foot of the driver seat passenger and the front passenger seat Similarly, conditioned air can be supplied.

  Note that the value of We is not limited to 400 mm, and can be set to any value as long as the pressure loss is in a range of 400 mm or more and 650 mm or less. Similarly, the value of Tm / Te can be set to any value as long as the pressure loss is in a range of 0.27 or more and 0.90 or less, for example, 0.40 or more. Thus, the pressure loss of the air flowing through the air passage A can be further reduced.

  Further, in the first embodiment, the cooling heat exchanging unit 3 is placed vertically so that the air passage surface extends in the vertical direction. For example, as in Modification 1 shown in FIG. You may make it place horizontally so that it may extend substantially horizontally. Moreover, as shown in the figure, the heat exchanging part 4 for heating may be inclined so that the air passage surface extends with an inclination. In the first modification, an air filter 49 is disposed on the upstream side of the air flow of the cooling heat exchange unit 3.

  Moreover, in the said Embodiment 1, although the fan housing 14 is arrange | positioned in the left-right direction approximate center part of the air-conditioning case 9, it is not restricted to this, For example, like the modification 2 shown in FIG. You may arrange | position on the left side of 9. Thereby, a space can be formed on the right side of the fan housing 14, and interference between the vehicle-mounted device inside the instrument panel IP and the air conditioner 1 can be prevented. Although not shown, the fan housing 14 may be arranged on the right side. In this case, a space can be formed on the left side of the fan housing 14.

  Moreover, in the said Embodiment 1, although the intake part 6 is each provided in the right-and-left both sides of the air-conditioning case 9, it is not restricted to this, For example, it integrates into one like the modification 3 shown in FIG. It may be provided on the left side of the air conditioning case 9. In this case, as in Modification 4 shown in FIG. 13, the position of the intake portion 6 may be set so that the left edge portion of the intake portion 6 does not protrude leftward from the main body portion of the air conditioning case 9. . By carrying out like this, the mounting workability | operativity of the air conditioner 1 can be made favorable. When integrating the intake part 6 into one, you may provide in the right side of the case 9 for air conditioning.

  In addition, as in Modification 5 shown in FIG. 14, the cooling heat exchange unit 3 may be inclined so that the air passage surface extends with an inclination.

  15, the heating heat exchanger 4 may be disposed behind the cooling heat exchanger 3 by disposing the heating passage 31 behind the bypass passage 32. .

  Further, for example, as in modified examples 7 and 8 shown in FIGS. 16 and 17, respectively, the air mix door 33 and one of the blowing direction switching doors may each be constituted by a rotary type door.

  Moreover, in the said Embodiment 1, although the air blower 15 is arrange | positioned above the heat exchange parts 3 and 4, for example, like the modification 9 and 10 shown in FIG.18 and FIG.19, respectively, the heat exchange part 3, It may be arranged in front of 4. In the modified example 10, the air mix door 33 is omitted, and the entire amount of air that has passed through the cooling heat exchange unit 3 also passes through the heating heat exchange unit 4. In this case, although not shown, the supply heater pipe is provided with a flow rate control valve. By adjusting the flow rate of the engine cooling water flowing into the heating heat exchanging unit 4 by this flow rate control valve, the air conditioning air flow is adjusted. The temperature is adjusted.

  Further, as in Modification 11 shown in FIG. 20, the air conditioner 1 includes a defroster intermediate duct 50 that connects the defroster instrument panel duct 7 and the defroster outlet 41 a of the instrument panel IP, and a vent instrument panel duct 8. You may provide the vent intermediate duct 51 which connects the vent blower outlet 42a. In this modified example 11, although not shown, the air-conditioning case 9 is disposed such that the center portion in the left-right direction is deviated to the left side of the center portion in the left-right direction of the vehicle, that is, the passenger seat side. Since the air conditioning case 9 is biased toward the passenger seat in this way, the position of the air conditioning case 9 differs between the right-hand drive vehicle and the left-hand drive vehicle, and accordingly, the defroster outlet 41a and the vent outlet 42a. The position of is also different. On the other hand, the positions of the upstream end openings of the defroster instrument panel duct 7 and the vent instrument panel duct 8 of the instrument panel IP are not changed between the right-hand drive car and the left-hand drive car, and are the same position. In such a case, by providing the intermediate ducts 50 and 51, without changing the shape of the air conditioning case 9, only the intermediate ducts 50 and 51 that are smaller than the air conditioning case 9 are used for right-hand drive vehicles. It can be easily handled by changing to a left-hand drive vehicle. As a result, the right-hand drive vehicle and the left-hand drive vehicle can share the air conditioning case 9 to reduce costs.

  Moreover, in the modification 11, you may make it manufacture the intermediate ducts 50 and 51 for right-hand drive cars, and the intermediate ducts 50 and 51 for left-hand drive cars with a common shaping | molding die. In this case, a connecting opening for a right-hand drive vehicle and a connection opening for a left-hand drive vehicle are provided in the intermediate ducts 50 and 51 during molding. When the intermediate ducts 50 and 51 are attached to the right-hand drive vehicle, the connection opening for the left-hand drive vehicle is closed with a closing member (not shown). Thereafter, the connection opening for the right-hand drive vehicle of the defroster intermediate duct 50 and the defroster outlet 41a are connected, and the connection opening for the right-hand drive vehicle of the vent intermediate duct 51 and the vent outlet 42a are connected. The closing member may be welded to the intermediate ducts 50 and 51, or may be fastened and fixed by a fastening member (not shown) such as a screw. Further, when the intermediate ducts 50 and 51 for the right-hand drive car and the intermediate ducts 50 and 51 for the left-hand drive car are manufactured with a common mold, only the connection opening for the right-hand drive car is formed. Prepare a nesting for a right-hand drive car and a nesting for a left-hand drive car to form only a connection opening for a left-hand drive car. You may make it respond | correspond.

(Embodiment 2)
FIG.21 and FIG.22 shows the vehicle air conditioner 1 which concerns on Embodiment 2 of this invention. The air conditioner 1 of the second embodiment is different from that of the first embodiment in that the blower 15 is a so-called semi-center type in which the blower 15 is disposed on the left side of the air conditioning case 9.

  In other words, the fan housing 14 is disposed away from the main body portion that houses the heat exchange units 3 and 4 in the air conditioning case 9. Inside the main body portion of the air conditioning case 9, an introduction passage 60 through which air blown out from the fan housing 14 flows is formed in the front end portion so as to extend in the left-right direction. The air in the introduction passage 60 passes through the cooling heat exchange unit 3. Although not shown, an intake portion is provided on the upper portion of the fan housing 14.

  Also in the vehicle air conditioner 1 according to the second embodiment, the values of We and Tm / Te are set as in the first embodiment, and therefore the pressure loss of the air flowing through the air passage A is sufficiently low. Can be a value. As a result, a large air volume can be ensured and comfortable air conditioning can be realized, and noise during ventilation can be reduced to increase the quietness of the passenger compartment.

  In the second embodiment, the introduction passage 60 is provided at the front end portion of the air conditioning case 9. However, for example, as in Modification 1 shown in FIGS. 23 and 24, the introduction passage 60 is provided at the lower end portion on the air conditioning case 9 side. You may do it. In this modification, the foot duct is omitted.

  Moreover, you may form the recessed part 61 in the upper part of the left side of the case 9 for air conditioning like the modification 2 shown in FIG. The recess 61 is for avoiding the vehicle-mounted device 62 disposed inside the instrument panel IP, and between the outer surface of the vehicle-mounted device 62 and the outer surface of the air conditioning case 9 by the recess 61, A clearance that does not come into contact with vibration during traveling is secured. The recess 61 may be provided on the right side of the air conditioning case 9 or may be provided on both the left and right sides. Examples of the vehicle-mounted device 62 include a passenger seat airbag device, a navigation device, and an article storage box.

  In the second embodiment, the center of the air-conditioning case 9 may be aligned with the center of the left-right direction of the vehicle, and the center of the air-conditioning case 9 may be shifted to the passenger seat side. You may make it make it.

  In the first and second embodiments, the cooling heat exchanging unit 3 is configured by one horizontally long cooling heat exchanger E. However, the present invention is not limited to this, and a plurality of cooling heat exchangers E are air. You may make it comprise in parallel in the width direction (left-right direction) of the channel | path A. By doing in this way, it becomes possible to comprise the wide heat exchanger 3 for cooling whose width direction of an air passage surface is 400 mm or more combining several heat exchangers E with a narrow width | variety. In the narrow heat exchanger E whose dimension in the width direction of the air passage surface is less than 400 mm, the temperature distribution on the air passage surface of each heat exchanger E is easily equalized compared to the wide heat exchanger E. Is possible. As a result, the temperature distribution on the air passage surface of the cooling heat exchange unit 3 is made uniform, so that the temperature distribution of the air blown out from the air outlets 41a, 42a, 43d of the air conditioning case 9 can be made uniform, and more comfortable air conditioning can be achieved. realizable. Moreover, in the tube-and-fin type heat exchanger E, if the width is wide, the number of tubes and the number of fins increase accordingly, and the number of parts increases and the number of joints of each part increases. For this reason, although it is thought that manufacture of the wide heat exchanger E becomes difficult, reducing the width | variety of one cooling heat exchanger E as mentioned above makes the heat exchanger E for cooling easy. Can be manufactured. In this case, the number of cooling heat exchangers E is preferably two, but may be three or more. Further, the heating heat exchanging unit 4 may be constituted by a plurality of heating heat exchangers H, similarly to the cooling heat exchanging unit 3.

  Moreover, in the said embodiment, although the dimension of the width direction of the air passage surface of the heat exchange part 3 for cooling and the dimension of the width direction of the air passage surface of the heat exchange part 4 for heating are both 400 mm or more, It may be shorter than 400 mm. In this case, it is preferable that the dimension in the width direction of the air passage surface of the heat exchange section 4 for heating that hardly affects the cooling performance is shorter than 400 mm.

  The present invention can also be applied to an air conditioner mounted on a left-hand drive vehicle.

  Furthermore, the present invention can also be applied to a left and right independent temperature adjustment type air conditioner that individually air-conditions the driver's seat zone and the passenger seat zone of the passenger compartment.

  As described above, the vehicle air conditioner according to the present invention is suitable for mounting inside an instrument panel disposed in a passenger compartment of a passenger car, for example.

It is the figure which looked at the air-conditioner for vehicles concerning Embodiment 1 from the upper left. It is a longitudinal cross-sectional view which shows the internal structure of an air conditioner. It is a front view of an air conditioner. It is the figure which looked at the air conditioner from the rear side. It is a top view of an air conditioner. It is a figure which shows the shape of the model of the air path used for simulation. It is a graph which shows the relationship between We and a pressure loss coefficient. It is a graph which shows the relationship between Tm / Te and a pressure loss coefficient, when We exists in 250 mm to 450 mm. It is a graph which shows the relationship between Tm / Te and a pressure loss coefficient when We exists in 400 mm to 650 mm. FIG. 3 is a diagram corresponding to FIG. 2 according to a first modification of the first embodiment. FIG. 6 is a view corresponding to FIG. 3 according to a second modification of the first embodiment. FIG. 6 is a view corresponding to FIG. 3 according to a third modification of the first embodiment. FIG. 6 is a view corresponding to FIG. 3 according to Modification 4 of Embodiment 1. FIG. 9 is a view corresponding to FIG. 2 according to a fifth modification of the first embodiment. FIG. 9 is a view corresponding to FIG. 2 according to Modification 6 of Embodiment 1. FIG. 9 is a view corresponding to FIG. 2 according to Modification Example 7 of Embodiment 1. FIG. 9 is a diagram corresponding to FIG. 2 according to a modification 8 of the first embodiment. FIG. 10 is a view corresponding to FIG. 2 according to Modification 9 of Embodiment 1. FIG. 9 is a view corresponding to FIG. 2 according to Modification 10 of Embodiment 1. FIG. 9 is a view corresponding to FIG. 2 according to a modification 11 of the first embodiment. FIG. 6 is a view corresponding to FIG. 5 of the air conditioner according to the second embodiment. FIG. 3 is a view corresponding to FIG. 2 of an air conditioner according to a second embodiment. FIG. 6 is a diagram corresponding to FIG. 5 according to Modification 1 of Embodiment 2. FIG. 9 is a view corresponding to FIG. 2 according to a first modification of the second embodiment. FIG. 6 is a diagram corresponding to FIG. 4 according to a second modification of the second embodiment.

DESCRIPTION OF SYMBOLS 1 Vehicle air conditioner 3 Cooling heat exchange part 4 Heating heat exchange part 7 Defroster instrument panel duct 8 Vent instrument panel duct 9 Air conditioning case 10 Outside air inlet 11 Inside air inlet 15 Blower 41a Defroster outlet 42a Vent outlet 43d Foot outlet 50 Defroster intermediate duct 51 Vent intermediate duct 61 Recess 62 Vehicle-mounted equipment A Air passage A1 Minimum cross-sectional area E Cooling heat exchanger H Heating heat exchanger IP Instrument panel

Claims (6)

A vehicle air conditioner mounted on a vehicle,
A heat exchange portion that is configured by the cooling heat exchanger elongated in the vehicle width direction,
A heat exchanging part for heating constituted by a heat exchanger for heating that is long in the vehicle width direction;
An air conditioning case that houses the cooling and heating heat exchangers,
In the air conditioning case, an air inlet and an air outlet are formed, and an air passage extending to communicate the inlet and the air outlet is formed inside.
A blower is arranged in the vehicle width direction middle part of the air conditioning case,
The cooling and heating heat exchanging portion is disposed in the air passage in a state where the vehicle width direction of the air passage surface coincides with the vehicle width direction of the air passage at an intermediate portion in the vehicle width direction of the air conditioning case. ,
The vehicle width direction dimension of the air passage surface is set to 400 mm or more,
Said air passage, an air mix space for mixing cool air and warm air passing through each said cooling and heating heat exchanger unit in the region downstream of the cooling and heating heat exchanger, Among the air passages, the smallest cross-sectional area portion of the smallest flow passage cross-sectional area is provided in the air mix space portion, and the dimension in the direction perpendicular to the vehicle width direction of the flow passage cross-section of the minimum area portion is Tm, When the dimension in the direction perpendicular to the vehicle width direction of the air passage surface is Te,
A vehicle air conditioner characterized in that the value of Tm / Te is set to 0.27 or more. In the vehicle air conditioner according to claim 1,
A vehicle air conditioner characterized in that the value of Tm / Te is set to 0.40 or more. The vehicle air conditioner according to claim 1 or 2 ,
The vehicle air conditioner is characterized in that the air conditioning case is disposed to be deviated toward the passenger seat side of the vehicle inside the instrument panel of the passenger compartment. In the vehicle air conditioner according to any one of claims 1 to 3,
The air conditioning case is disposed in the center of the vehicle width direction inside the instrument panel of the passenger compartment,
A vehicle air conditioner in which a foot outlet from which air-conditioned air blows off is formed on each side of the air-conditioning case in the vehicle width direction. The vehicle air conditioner according to claim 4,
An air conditioning apparatus for a vehicle, wherein an intermediate duct connecting an upstream end opening of an instrument panel duct and an air outlet is attached to the air conditioning case. The vehicle air conditioner according to claim 4 or 5 ,
A vehicular air conditioner characterized in that a recess for avoiding a vehicle-mounted device disposed inside the instrument panel is formed in the air conditioning case.

Images